Control system for motor vehicles



April 1944. c. A. BREWER 2,346,353

CONTROL SYSTEM FOR MOTOR VEHICLES Original Filed Oct. 2 1929 Mom ATTORNEY Patented Apr. 11, 1944 CONTROL SYSTEM FOR MOTOR VEHICLES CharlesA. Brewer, Noroton Heights, Com, u-

slgnor' of one-half to Philip J. Kory, Arverne,

, Original application October 2, 1929, Serial No.

396,691. Divided an 17, 1944, Serial No.

d this application January 518,648

19 Claims. (01. 102-01 This invention relates to motor vehicles or thelike and more particularly to a safety control system for controllingthe operation thereof whereby safety in operation and ease of controlare materially enhanced.

This application is a division of my copending application Serial No.396,691 for "Safety control system for motor vehicles," filed October 2,1929, and all subject matter contained in said copending applicationwhich is applicable to the disclosure ofthe present application is madea part hereof by reference.

One of the objects of the present invention is to provide'an improvedoperating and control means for the clutch of a motor vehicle or thelike.

Another object of the invention is to provide novel means forcontrolling the power actuation of a clutch mechanism of a motor vehiclewhereby safety is promoted, wear and tear on the vehicle and partsthereof are reduced, more uniform operation and control are attained,starting strains are reduced, and fatigue of the operator is materiallylessened.

A further object is to provide an improved power control for a clutchwhereby substantially no efiort is required on the part of the driver inreleasing the clutch and controlling the engagement thereof.

Still another object is to provide novel apparatus for actuating andcontrolling the engagement of a clutch of a motor vehicle or the likewhereby a simulation of expert manual operation of the clutch isobtained.

Another object is to provide novel apparatus of the above characterwhereby positive uniform control of the clutch driving efiort during theengaging period of the clutch parts may be obtained.

A still further object is to provide novel clutch actuating means whichembodies a control device including the accelerator or throttleoperating means of a vehicle.

Another object is to provide novel foot operated means for controllingboth theclutch and the throttle of the engine of a motor vehicle or thelike.

The above and further objects and novel features of this invention willmore fully appear from the following detailed description taken inconnection with the accompanying drawing. It is to be expresslyunderstood, however, that the drawing is for the purpose of illustrationonly and is not designed as a definition of the limits of the invention,reference being primarily had for supporting the power device.

for this latter purpose to the appended claims.

In the drawing, wherein like reference characters refer to like partsthroughout the several views,

Fig. l is a diagrammatic side elevation of a portion of the vehicle,partly in section and with parts broken away, illustrating one form ofapparatus embodying the present invention;

Fig. 2 is a sectional detail view on an enlarged scaleand with partsbroken away of the clutch operating power device shown in Fig. l, a pornf i V being taken substantially on line 2-2 of Fig. 3; i

Fig. 3 is a detail sectional view taken substantially on line 3-3 ofFig. 2;

Fig. 4 is a diagrammatic elevation, on an en larged scale and partly insection, showing a portion of a control mechanism and electrical circuitfor said power device and the engine throttle; and,

Fig. 5 is a front elevation of the foot pedal shown in Fig. 4, the viewbeing taken substantially along line 5-5 of Fig. 4.

One form of clutcli operating mechanism which may be employed incarrying out the present invention is illustrated in Figs. 1 to 3inclusive wherein the clutch 4 of a motor vehicle, normally held inoperative engaged position by spring 5, is adapted to be moved todisengaged position by the depression of a clutch pedal 6 of the typeordinarily provided for manual actuation of the clutch mechanism. Pedal8 is pivotally mounted at I and is provided with a bifurcated portion 8which is adapted to engage a bearing 9 for disengaging the clutchmechanism. A power device of the fluid pressure vacuum actuated type isprovided for operating the clutch mechanism, said device beingpreferably attached directly to clutch pedal 6. v

The power device comprises two relatively movable elements, in thepresent case a piston element l0 anda cylinder ll enclosing the piston,either of which may be movable. In the embodiment shown, the pistonrepresents the stationary element and the cylinder is moved relativethereto in a manner. and for a purpose to appear hereafter. A bracket I2is mounted on the foot board of the vehicle adjacent pedal 6 Preferablya stem I3 is connected at its upper end to piston l0 and is pivotallyconnected at its lower end to bracket l2 by any suitable means such as apivot pin [4. Cylinder H carries trunnions 15 adapted for pivotalconnection with a bracket arm I6, which may be clamped by any suitablemeans, as by bolts II, to the head or foot rest I8 of clutch pedal 8.Therefore, as the cylinder moves, the clutch will be correspondinglyshifted, the pivotal connections I4 and I8 permitting the power deviceto swing to compensate for the arcuate movement of head I8 about thepedal pivot I.

The power device in the present instance is operated .by suction fromany suitable device, such, for example, as the intake manifold of thevehicle motor, and it is shown as electrically controlled although itcan be manually or mechanically controlled. Piston I may carry the usualcup leather I9 to prevent leakage past the piston and it is guided inthe cylinder by the annular walls 20. This piston also carries thecontrol mechanism for the power device, said control mechanismcomprising a solenoid 2| mounted in a. casing 22 in the piston andhaving a central opening 23 through which extends an armature 24 havingvalves 25 and 26 at its opposite ends to control openings 21 and 28respectively. Opening 21 is in the top wall of casing 22 andcommunicates with space 29 which in turn is normally in communicationwith the atmosphere through annular space 30, passage 3| in piston I0,and a pair of branch passages 32 and 33 (Fig. 3), The space 34 withincasing 22 communicates with the space 35 in cylinder II above piston I0through a. plurality of passages 36 in the connecting and spacing bolts31.

The opening 28 and valve 26 control communication from space 34 andpassage 23 to a passage 38 extending longitudinally in stem I3 of pistonI0, the latter passage being in constant communication with the hollowcenter portion of pivot pin I4 which is in turn connected through asuitable tubular connection 39 with a source of suction, such as theintake manifold 40 (Fig. 1) of the vehicle motor. A joint 4| permitsrelative turning movement between conduit 39 and pivot pin I4, Thisjoint also serves as a means for carrying a clieck valve of any suitabletype, such as ball 42, normally held against its seat by a spring 43. Asshown in Fig. 2, check valve 42, 43 is so arranged as to permit air toflow from passage 38 to the intake manifold but to prevent flow of airin the opposite direction.

A spring 44 embraces the armature 24 and tends to shift the samedownwardly to normally close valve 26, 28 and open'valve25, 2'I.Solenoid 2| is accordingly so constructed with relation to armature 24that excitation thereof will raise the armature to close valve 25, 21and open valve 26, 28. This will place passage 38 in communication withspace 35 in cylinder I I above piston I0, thus cutting said space oilfrom communication with atmosphere and connecting the same with intakemanifold 40, whereupon the air in space 35 is withdrawn through passages36, space 23, 34, passage 38, and conduit 39. bracket I6 are thus moveddownwardly relative to piston I0 to actuate clutch pedal 6 and therebydisengage the clutch mechanism.

In order to energize solenoid 2| for the purpose above pointed out, leadwires 45 are led to the solenoid through a tube 46 attached to piston I0and stem I3, said wires being connected at their outer ends to asuitable jack 41. The lower end of the latter is contacted by a pair ofspring contacts 48 which are in turn connected to a suitable source ofelectrical energy through a flexible protective cable 49 and aconnection box Cylinder II and 50, said box being mounted in anysuitable position where it is easily accessible and in which the desiredelectrical connections may be made to the various control switches to belater described.

It will, of course, be apparent that when the vehicle is in operation,power device I0, II is in the full line position illustrated, i. e.,with cylinder II in its upper position, valve 25 being open and space 35communicating with atmosphere through space 29, 30 and passages 3| and32. At this time, clutch pedal 6 is also in raised position and theclutch parts are in driving engagement. Upward movement of the clutchpedal and, hence, that of cylinder II under action of a suitable spring5| is limited by an adjustable stop screw 52 carried by a stationaryelement of the vehicle frame and adapted to engage a lug 53 on pedal 6.

In the illustrated embodiment, an accelerator pedal 54 is connected bymeans of a push rod 55 and in a novel manner to be hereafter described,with the butterfly valve 56 of the vehicle carburetor, the connectionbetween said rod and valve being preferably by a slip link, in a mannerand for a purDOSe to be hereinafter described. It very often happensthat when an accident is imminent that the driver becomes confused,especially if the conditions change very suddenly. If under suchcircumstances the driver has his foot on the accelerator, as in normaldriving, his first impulse is to press downwardly with his foot sincethis is the movement which is used in applying the vehicle brakes. Manyserious accidents have been caused by the driver pressing downwardly onthe accelerator while thinking he had his foot on the brake pedal, sothat instead of checking the speed of the car it was increased. Thecontrol device of Figs. 4 and 5 will obviate this danger.

In the arrangement shown in Fig. 4, there is a foot rest or pedal 54which is mounted for limited downward sliding movement in a bracket 59secured to the floor boards of the vehicle and also for turningmovements in said bracket. Thus, the pedal 54 is mounted on acylindrical support or shaft I50 which may turn in bracket 59 and alsoslide longitudinally in said bracket. An extension 58 of bracket 59 hasa non-circular opening in which is mounted a similarly shaped guide I5Ion push rod 55. The guide I5I and the opening for it may, for example,be square or of other desired non-circular shape so that rod 55 mayslide longitudinally but will be held against turning movement. Theupper end of rod 55 extends into a recess I52 in the reduced lower endof the stem or shaft I50 and carries a lateral pin I 53 which projectsinto a curved cam slot I54 in shaft I50. This slot is so curved thatwhen the foot rest 54 is turned to the right or clockwise, as viewed inFig. 5, the wall of the slot will force the pin downwardly and with itthe rod 55 to open the throttle valve 56. This throttle valve isconnected to rod 55 by the slip link connection to be more fullyhereinafter described.

Also mounted on bracket 59 and insulated therefrom by an insulatingblock 62 is a spring contact 63 connected through lead 48 to thesolenoid 2| of the clutch releasing power device, which solenoid is inturn connected with a battery 65, and, if desired, to a solenoid II3,the operation of which will be described hereafter. The shaft I50carries a metallic collar I55 fixed thereto by any suitable means, suchas the pin 6|. This collar is connected to ground through bracket 58 anda permit the clutch to engage.

lead 480 and carries an extension 88 which is normally out of contactwith the spring contact 83 but may engage it under certain conditiopresently to be described.

A. compression 'spring 51 reacts against collar I55 and the extension 58to normally hold shaft I58 and foot rest 54 in their uppermostpositions. Spring 51 is a relatively heavy spring, having suflicientcompression to support the normal weight of the operators foot on footrest 54, and, therefore,

maintain it in its uppermost position. A torsion spring I56 is connectedat one end to bracket 59 and at its other end to shaft I50 and tends toturn said shaft in a counter-clockwise direction or to the left, asviewed in Fig. 5, to close the throttle, the movement in this directionbeing limited by a suitable stop I51 engaging one side of the foot rest.Torsion spring I56 is merely of sufllcient strength to turn foot rest 54and its shaft to this position and not place an undue strain on the footof the operator.

In operation, throttle 58 is controlled by turning foot rest 54 more orless to the right, as indicated in dotted lines (Fig. and, of course,the more the foot rest or pedal is turned in this direction the furtherwill the throttle be opened by action of cam slot I54 on pin I53. Thus,in this construction, throttle 56 is not controlled during normaloperation of the vehicle by a downwardly movement of the operator's footas in the ordinary constructions. However, if the operator should, inthe case of a threatened accident, press downwardly on the acceleratorpedal 54, I50, instead of increasing the speed of the car, he wouldeffect a closing of the throttle and throttle down the engine and alsorelease the clutch. This is accomplished by the downward movement ofshaft I58, causing the extension 60 to engage the spring contact 83 andclose the circuit through solenoid 2I and through solenoid "I I3 whenthe latter is connected in the circuit in the manner shown.

Upon the energization of solenoid 2I in the above described manner, i.e., by depressing pedal 54 to close switch 68, 53, armature 24 will beraised, closing valve 25, and thus cutting off communication of chamber35 above piston III with the atmosphere and at the same time openingvalve 26 to place chamber 35 in communication with intake manifold 48 ofthe motor through passage 38. The suction of the motor creates a partialvacuum in chamber 35, causing cylinder II to be drawn downwardly,depressing clutch pedal 6 to release the clutch 4. Thus no footoperation of the clutch pedal is required by the operator, although hemay depress pedal 8, at any time with his foot, to release the clutch ifhe wishes.

If the circuit through solenoid 2I is now broken at contacts 50, 83 bythe release of accelerator pedal 54, armature 24 drops under the actionof spring 44, closing valve to shut off communication of chamber withthe intake manifold, aniopening valve 25 to place this chamber 35 incommunication with the atmosphere through conduit 3I. Thus, the vacuumin chamber 35 is partially destroyed, permitting cylinder I I to moveupwardly under the action of springs 5 and 5| to If, however, thiscylinder was merely permitted to move rapidly upwardly without anycontrol, the clutch would be engaged too rapidly causing a suddenjerking start of the car or stalling of the motor. To overcome thisobjection, there is provided an automatic control which so controls theupward movement of cylinder II and engagement of the clutch mechanismthat the latter is engaged in a manner simulating expert foot operation.

For this latter purpose, passage 3I is in communication with passages 32and 33 and a cross passage 18 (Figs. 2 and 3). Passages 32 and 18 areconstantly in communication with the atmosphere through an opening 11which is restricted by an-9djustable needle valve 18 to restrict andregulate the entrance of air. The communication of passage 33 withpassage 15 is restricted and controlled by an adjustable needle valve19. Passage 33 is also in communication with the atmosphere through anopening 80, while passage 32 is in communication with the atmospherethrough a similar opening 8I. Openings 88 and BI are controlled bymovable valves 82 and 83 respectively, which latter are normally heldfrom their seats by springs 84.

Valves 82 and 83 are mounted on supports pivoted at 85, each of saidsupports carrying a cam block. The support. for valve 82 carries camblock 85, while the support for valve 83 carries\ cam block 81, saidblocks cooperating respectively with springs 88 and 89 mounted oncylinder II or the holder II' therefor for movement therewith. The outersurfaces of cams 88 and 81 may be made any shape desired to control theopening and closing of valves 82 and 83 as cylinder II moves upwardlycarryingspring fingers 88 and 88 over the surfaces thereof. In thearrangement shown in Figs. 2 and 3, cam 81 has a straight outer wall 88-while cam 88 is stepped or recessed as shown at SI and 82 to providespaced cam surfaces 83 and 84. When finger 89 presses on cam surface 80,it will close valve 8|, 83. When linger 88 presses on either cam surface93 or 84, valve 80, 82 will be closed.- At other times, the valves 82and 83 will be held in open position by springs 84. Since cams '88 and81 control the atmosphere inlet to power device I I), I I and hence theupward movement of the clutch pedal, it will be seen that said cams maybe so shaped as to control the engaging movement of the clutch to giveideal clutch engagement. Preferably, cams and '81 are adjustably mountedon their supports so that they may be adjusted longitudinally thereof tovary the time of operation of valves 82 and 83. Such an adjustablemounting, with respect to the position of the driving surfaces of theclutch mechanism, may be a bolt 95 passing through elongated slots inthe supports of the cams.

When valve 83-is open, it permits relatively free entrance of air intocylinder II through passages 32, 3I space 38, 2I, valve 25, 21 andpassages 38. With valve 83 closed and valve 82 open, the entrance of airinto cylinder II i controlled by needle valves 18 and 18 which may beadjusted to restrict the entrance of air and causing a partial vacuum tothereby retard upward movement of pedal 54 and hence the engagingmovement of the clutch driving surfaces. If both valves 82 and 83 areclosed, the entrance of air is controlled and may be highly restrictedby needle valve 18, in which event the vacuum resisting the relativemovement of cylinder II and piston I8 is effective to further retard themovement of the clutch surfaces. Thus by proper shaping and adjustmentof cam blocks 86 and 81, valve 82 and 83 may be operated to vary therate of movement of. cylinder II in any desired manner, and accordinglyobtain ideal clutch engagement.

When the vehicle clutch is disengaged in the manner heretoforedescribed, the power device i8, H assumes the dotted line positionillustrated in Fig. 1, spring fingers 88 and 88 extending below the camsurfaces 88 and 84. When the switch 88, 83 is opened, sprin 44 becomesefifective to shift armature 24 to close valve 28 and open valve 25,thus admitting air through both valves 82 and 88 and the connectingpassages to chamber 35 of cylinder I I. The vacuum in the latter thusbeing gradually destroyed, cylinder H begins to move upwardly at acomparatively rapid rate. As fingers 88 and 89 begin to ride up on theinclined surfaces 86 on the cams and start to close valves 82 and 83,the resistance to the movement of cylinder H is increased by thereduction of infiow of air, thereby retarding the movement of the clutchpedal. As fingers 88 and 88 ride onto cam surfaces 88 and 80, bothvalves 82 and 83 will be completely closed. This latter preferablyoccurs at the point at which the clutch surfaces start to engage. Sincethe only air that can now enter cylinder H must enter through opening'I'! and past needle valve 18, the movement of the clutch pedal at thispoint will be very slow. This retarded movement of the clutch near thepoint of engagement of the driving surfaces permits the slow and gradualacceleration of the vehicle without jerking of the same. As momentum isgained and the clutch continues to move slowly into driving engagement,finger 88 rides oil" of surface 88 onto surface 92, thereby permittingthe opening of valve 82, while valve 88 remains closed. This allows moreair to enter cylinder H past the needle valve 19, thus permitting asomewhat more rapid engagement of the clutch while the vehicle picks upspeed. With the further upward movement of cylinder H, finger 88 beginsto ride up the incline 81 to cam surface 88, again closing valve 82.This occurs preferably at the point at which the clutch is nearly fullyengaged, said valv being momentarily kept closed to permit the vehicleto gain further momentum while the clutch is held nearly stationary. Theclutch is fully engaged when both fingers 88 and 88 ride down off thesurfaces of the cam blocks, permitting free entrance of air to chamber85 and hence a relatively rapid movement of the clutch pedal to thelimit of its upward movement. This latter movement is allowed to insurethe full engagement of the clutch and to permit disengagement of theoperating extension or fork 8 from the clutch collar 8,to prevent unduewear.

- Thus in the engaging movement of the clutch, the initial movement isvery rapid to quickly take up the lost motion so as to not delaystarting and prevent racing f the engine through the operation of theaccelerator pedal. At the point at which the clutch first begins toengage, the movement of the clutch pedal and hence the clutch surfacesis substantially retarded to permit the clutch to take hold and startthe vehicle with an easy, gradual movement without jumping or jerking.After the vehicle starts to move, the clutch is let in more rapidly fora short period to get a greater engagement and driving force, and thenthe pedal movement is held stationary for a short time while the vehiclegathers more speed, after which the clutch is let into full engagementand the remainder of the lost motion of the pedal is comparativelyrapid. It will thus be apparent that the present device automaticallycontrols the engaging movement of the clutch to provide clutch operationwhich is a duplicate of expert foot control so that no matter howinexperienced or inexpert the driver may be the clutch is alwaysoperated in the same ideal manner to start the vehicle without Jumpingor Jerking. Excessive strains on the vehicle and tires and discomfort tooccupant are accordingly eliminated. The device also prevents stallingof the motor, since the clutch is let in at the proper speed andeliminates racing of the motor such as might occur if the clutch is notengaged soon enough in foot operation.

In order to prevent any racing of the motor when the clutch isdisengaged, means may be provided whereby the throttle is moved toidling, or other selected position, at the same time the clutch isdisengaged in the manner above described. One form of device forattaining this result is illustrated in Figs. 4 and 5, wherein asolenoid H8, which may, if desired, be connectel in series with solenoid2|, is provided with an armature H8 connected through a lever H5 tothrottle valve 56. Thus when the circuit is closed through solenoid H3by the closure of switch 88, 83, armature I I8 is attracted to the leftand closes valve 58. In order that the throttle valve may also becontrolled, as described above, through accelerator pedal 54 and rod 55,and in order that said valve may be closed by the movement of armatureH4 irrespective of the position of pedal 54, the latter is connected tovalve 55 by means of a slip link. As shown, the slip link comprises amember I I6 threadedly mounted on the lower end of rod 55 and providedwith an elongated slot in which a pin H! on a lever H8, connected tovalve 56, is adapted to slide against the action of a spring H8. Thisspring is of sufficient strength to operate the throttle under normalroot operation. of pedal 54 but is not suflicient to overcome the actionof armature I H to move to close said throttle when solenoid H3 isenergized. A stop I20 may be provided for cooperating with the inner endof armature H4 to limit the closing movement of the throttle by solenoidH8. Armature H4 is preferably adjustably mounted on arm H5. It will thusbe seen that when the circuit is closed to solenoids 2| and H8, throttle58 will be closed simultaneously with the disengagement of the clutch,and this irrespective of the position of accelerator pedal Although onlya limited number of embodiments of the invention have been illustratedand described, it is to be expressly understood that the same is notlimited thereto but that various changes may be made in the mechanicaldetails as well as the design and arrangement of parts illustratedwithout departing from the spirit and scope of the invention. Referencewill, therefore, be had primarily to the appended claims for adefinition of the limits of the invention.

What is claimed is:

1. In clutch control apparatus for automotive vehicles, the combinationof fluid pressure actuated means for efl'ecting disengagement 01' theclutch, a valve adapted to be operated by movement of the vehicleaccelerator for controlling said fluid pressure actuated means, andmeans for con-trolling the engagement of the clutch, said last namedmeans being adapted to control the fluid pressure in said first namedmeans to permit relatively rapid movement of the clutch in engagingdirection up to a point where the clutch is about to engage and then tocause relatively slow movement of the clutch during actual engagement.

I 2. In a motor vehicle, the combination, with the engine and itsmanifold, the accelerator, and

the clutch mechanism, of a cylinder having a piston reciprocatingtherein, an operative connection between said piston and the clutchmecha nism, a fluid transmitting connection between said cylinder at oneside oi'the piston and said manifold, means controlled by saidaccelerator for opening and closing said fluid transmitting connection,and means operative during the clutch closing stroke of aid piston forvarying the fluid pressure in said cylinder to retard the movement ofthe piston, the movement of said piston during the first part ofits-stroke bein relatively rapid.

3. In a vacuum operated clutch control mechanism for an automotivevehicle having an internal-combustion engine, a throttle, an acceleratorpedal, a connection between said pedal and throttle, and a clutch, saidclutch control mechanism including a fluid motor, a mechanicalconnection between said motor and clutch and fluid transmittinconnections between the intake manifold of said engine, said motor andthe atmosphere, said latter connections including an acceleratorcontrolled three-way control valve for said motor and further includingcontrol valves for determining the mode of engagement of the clutch. I

4. In a motor vehicle having an accelerator and a clutch, thecombination therewith of a fluid pressure operated power deviceconnected to the clutch and capable of releasing ,it, a source ofsub-atmospheric pressure, means for connecting the power device withsaid source, and means controlled by said accelerator for opening andclosing said connecting means, said power device comprising means forvarying the resistance to the engaging movement of the clutch.

5. In a motor vehicle having an accelerator and a clutch, thecombination therewith of a fluid pressure operated power deviceconnected to the clutch and capable of releasing it, a source ofsuction, means for connecting the power device with said source, meanscontrolled by said accelerator for opening and closing said connectingmeans, and control means for said power device for varying theresistance oi the latter to the engaging movement of the clutch.

6. In a motor vehicle having an accelerator and a clutch, thecombination of a power device connected to the, clutch and capable ofreleasing it, a control device for the-power device to cause it tofunction to release the clutch, said control device including meanscontrolled by said ac-. celerator, and control means for said powerdevice for varying the resistance of the latter to the engaging movementof the clutch.

7. In a motor operated vehicle including an engine and a clutch forconnecting the engine with the drive shaft of the automobile, suctioncontrolled means operatively connected with the clutch and the intakemanifold of the engine to operate the clutch, foot operated means tocontrol the operation of the suction operated means, and meansconnecting the foot operated means with the throttle valve of the engineto operate said throttle valve simultaneously with or independently ofthe clutch.

8. In an automotive vehicle provided with a clutch and aninternal-combustion engine having a throttle, power means for operatingthe clutch, said power means comprising a control valve, and means foroperating the throttle and valve comprising a manually operable bodilyand angularly movable member.

9. In an automotive vehicle provided with a clutch, a throttle and athrottle controlling accelerator pedal, power means for operating saidclutch, said means including means for effecting two distinct stages ofclutch engaging movement, and means interconnecting said pedal;

erating the clutch including a pressure difier- 1 ential operated motor,a three-way control valve and valve means built into said motor foreffecting first a rapid clutch engaging operation of the motor, aftersaid three-way valve is operated to engage the clutch, and then a rela-H tively slow clutch engaging operation of the motor, together withcommon means controlling the throttle and three-way, said power meansbeing operative, with operation of said common means, to substantiallysimulate a manual engagement of the clutch both in starting the vehicleand in controlling the same thereafter when the vehicle is in motion.

11. In an automotive vehicle provided with a clutch, an engine, apropeller shaft, an accelerator and a throttle, power means for operating the clutch, said means including a control valve to initiate clutchdisengaging and engage ing operations of said power means, said powermeans further including means to effect a relatively rapid clutchengaging movement up to a point at which the clutch plates are about tocontract, and thereafter a relatively slow clutch engaging movement, andlinkage interconnecting said accelerator, control valve and throttlesaid linkage permitting of an opening of the throttle to synchronize thespeeds of the internal combustion engine and propeller shaft prior to aclutch engaging operation of said control valve.

12. In a clutch control device for motor vehicles including throttleoperating means and a sprin tending to cause engagement of the clutch,means for automatically controlling engagement of the clutch comprisingrelatively movable members forming a fluid pressure chamber, means forconnecting one of said members with the clutch, a'connecting passagefrom the interior of the chamber to the atmosphere, means controlled bysaid throttle operating means for controlling said passage, and othermeans operated by movement 01' the clutch for controlling said passageto control the degree of vacuum in said cylinder and thus controlresistance to movement of the clutch under the action of the spring.

13. In an automotive vehicle provided with a clutch and throttleoperating means, a power device connected to the clutch and capable ofreleasing it, valve means controlled by said throt tie operating meansand operable to initiate the clutch disengaging and engaging operationsof said power device, and control means for said power device forvarying the resistance of the latter to the engaging movement of theclutch.

14. In a motor vehicle having a throttle and a clutch, the combinationtherewith of a pedal adapted for linear movement and angular movementabout the line of said linear movement as an axis, a power deviceconnected to the clutch and capable of releasing it, means controlled bythe linear movement of said pedal for causing the power device tofunction to disengage the clutch, control means for said power devicefor varying the resistance of the latter to the engaging movement of theclutch, and means for connecting said pedal and throttle whereby thelatter is actuated by said angular movement of said pedal.

15. In a control device for motor vehicles having throttle operatingmeans, a movable member, resilient means associated with said member, apower device connected to said member for moving the latter in one"direction in opposition to said resilient means and capable of releasingit for movement in the other direction by said resilient means, meansfor connecting the power device to a source of sub-atmospheric pressure,means controlled by said throttle operating means for controlling saidconnecting means, and contro1 means for said power device for varyingthe resistance 01' the latter to the return movement of said member bysaid resilient means.

16. In a control device for motor vehicles having throttle operatingmeans, a movable element, resilient means tending to move said elementin one direction, means for controlling the movement of said element ,bysaid resilient means com prising a pair of relatively movable membersforming a fluid pressure chamber, means for connecting one or saidmembers with said element, a connecting passage from the interior ofsaid chamber to the atmosphere, and means for controlling the flow 01'air through said passage including means controlled by said throttle opcrating means and a cam operatively associated with one 01' saidrelatively movable members.

17. In an automotive vehicle provided with a clutch and throttleoperating means, a power device operatively connected to the clutch, acontrol device including said throttle operating means for effectingactuation of said power device to disengage the clutch and to releasethe clutch elements for return movement toward engaged position, andmeans operative when the clutch elements reach an intermediate positionfor increasing the resistance of the power device to the engagingmovement of the clutch.

18. Ina motor vehicle having a throttle and clutch, the combinationtherewith of an accelerator pedal adapted for both linear and angularmovement, power means controlled by the linear movement of said pedalfor disengaging said clutch and controlling the engagement thereof, andmeans connecting said pedal and throttle whereby the latter is adaptedto be actuated by angular movement of said pedal.

19. In a motor vehicle having a throttle and clutch, the combinationtherewith of a fluid pressure operated power device connected to theclutch and capable of releasing it, a source of suction, meansconnecting the power device with said source, an accelerator pedaladapted to be moved bodily in a straight line and to be moved angularlyabout said line as an axis, valve means controlled by said straight linemovement of said pedal for opening and closing said connecting means,and means connecting said pedal and throttle whereby said throttle isactuated by angular movement oi said pedal.

CHARLES A. BREWER.

